RU197343U1 - Supercharger for internal combustion engine - Google Patents

Abstract

The invention relates to the field of engine building, in particular to boost devices for an internal combustion engine with a turbocharger. The technical result consists in increasing the reliability of a boost device for an internal combustion engine with a turbocharger having a simple structure and reduced weight and size characteristics. The essence of the utility model lies in the fact that the pressurization device includes a receiver with a pressure measuring sensor, an emergency pressure valve and a three-way valve, configured to control the position of its locking element by means of a control unit for the pressurization device. The three-way valve with its first output is connected to the exhaust manifold of the internal combustion engine, the second output of the three-way valve is connected to the receiver, and the third output of the three-way valve is connected to the turbine compressor turbine inlet through the exhaust manifold. The compressor of the turbocompressor is connected at its input to the electronic throttle of the internal combustion engine, in front of which an air filter is installed. The engine throttle electronic throttle is controlled by the engine control unit, which can also receive control signals from the boost control unit. The boost control unit is configured to control a three-way valve actuator for connecting a pressure measurement sensor and an engine control unit. 4 s.p. f-ly, 4 ill.

Description

The utility model relates to engine building, and in particular to gas turbine pressurization systems of gasoline internal combustion engines.

The main area of application of boosters are turbocharged internal combustion engines, used as the main power plant of vehicles.

The improvement of the dynamic properties of the vehicle is currently carried out by applying boost and in particular by reducing the inertia of the turbocharger rotor, using several smaller turbochargers instead of one, installing bypass systems or using drive compressors to provide high boost pressure from low crankshaft speeds internal combustion engine. The task can be solved by supplying compressed gas to the exhaust manifold from the gas receiver, in connection with which the pressure in the exhaust manifold increases, the rotor speed of the turbocompressor rises and the boost pressure increases. This solution allows you to recover the braking energy of the internal combustion engine into the energy of the compressed gas inside the receiver, thereby increasing efficiency.

A turbocompressor is known from the prior art (US 2014/0182286 A1, 07/03/2014), the system of which includes an air receiver, an electric compressor, an electromagnetic valve for supplying air to the exhaust manifold. When the vehicle starts moving, the solenoid valve opens the supply of compressed air to the exhaust manifold from the air receiver, boost pressure and engine power increase. The disadvantages of the presented system are the need for energy consumption for driving an electric compressor, which increases the load on the on-board network and leads to increased fuel consumption and reduced overall efficiency.

As the closest analogue (prototype) of the proposed utility model, the patent for the invention RU 2638254 C2, 12/12/2017, which describes the reduction of the delay effect of a turbocharger in a supercharged engine, is selected. It discloses a boost reservoir connected to an engine, which can be filled with compressed air when the engine and / or exhaust gases suck in air. The pressurized gas or gas mixture can then be discharged by depressing the accelerator pedal into the intake or exhaust manifold.

The disadvantages of the prototype should include

low mass and size characteristics of the receiver due to the need to use a large volume receiver because of the maximum pressure in it, limited by the compressor boost pressure or the exhaust gas pressure in front of the turbine;

the system cannot be used to fill the receiver with air compressed in the engine when idling, since there is no assembly that completely covers the exhaust manifold.

the system contains a large number of electrically operated valves and check valves, which significantly complicates the design and also affects the performance of the entire system as a result of the fact that the check valves located in the exhaust system will become clogged by the combustion products of the engine in the form of soot and combustion products of engine oil and fail.

The problem solved by the utility model is aimed at developing a structurally simple and compact pressurization device that reduces the time delay of a turbocharger in an internal combustion engine ”with a supercharger, which has increased reliability, and also allows efficient use of the internal combustion engine as a part of the vehicle in forced mode idling when braking.

The technical result consists in increasing the reliability of a device for boosting an internal combustion engine with a turbocompressor, which has a simple structure and reduced weight and size characteristics.

The technical result is achieved in that a boost device for an internal combustion engine with a turbocharger, comprising a receiver connected to the exhaust manifold of the internal combustion engine and exhaust manifold, an air filter connected to the electronic throttle of the internal combustion engine and installed, like the throttle internal combustion engine, in front of the turbocharger compressor, the turbine of the turbocharger is connected to the internal combustion engine via the exhaust manifold and the exhaust manifold of the internal combustion engine, the boost device being connected to the internal combustion engine control unit, the pressurization device further comprises a pressure emergency valve located in the receiver, a three-way valve located at the inlet of the receiver and having a drive, a pressurization device control unit connected by signal control cables to the engine control unit, through which signals about the internal combustion engine operating modes are received, and produced ICE electronic throttle control, pressure measuring sensor with a measuring element, which is located in the receiver’s internal volume and allows for pressure control in the receiver by control from the control unit of the boost device,

moreover, the first output of the three-way valve is connected to the exhaust manifold of the internal combustion engine, the second output of the three-way valve is located in the internal cavity of the receiver, and the third output of the three-way valve is connected to the turbine of the turbocharger by the exhaust manifold, and the drive of the three-way valve is driven by the control unit of the boost device, which is also connected with a pressure measurement sensor, and the three-way valve is made in such a way that when turning from the extreme position for every 90 g dusov its closure element, its outputs are combined in three positions: a first output to the third, the second to the first, and the first to the second and third.

The design of the boost device also has the following additional differences

a three-way valve is made with a conditional bore of the shut-off element equal to the section of the exhaust manifold to reduce the pressure drop in the exhaust manifold;

the emergency valve connecting the receiver’s internal volume to the atmosphere allows you to limit the maximum pressure of compressed air in the receiver by venting it into the atmosphere to protect the receiver from compressed air pressure exceeding the maximum allowable;

the receiver and the three-way valve are made of heat-resistant stainless steel;

the exhaust pipe of the turbocharger is made in the form of an exhaust pipe made of aluminized steel with a bore suitable for a given internal combustion engine.

The utility model is illustrated by drawings, which shows a structural diagram of the operation of the boost device (Fig. 1), a structural diagram of the operating positions of the shut-off element of a three-way valve (Fig. 2, Fig. 3, Fig. 4).

A boost device for an internal combustion engine (1) with a turbocharger includes a receiver (2) with a pressure measurement sensor (3) and an emergency pressure valve (4) connected to a three-way valve (5), configured to control the position of its shut-off element by boost control unit (6). The three-way valve (5) is connected with its first outlet (7) to the exhaust manifold of the internal combustion engine (8), the second outlet (9) of the three-way valve is connected to the receiver (2), and the third outlet (10) of the three-way valve (5) is connected to the turbine inlet (11) a turbocharger via an exhaust manifold (12). The compressor (13) of the turbocharger is connected by its input to the electronic throttle of the internal combustion engine (14), in front of which an air filter (15) is installed. The engine throttle electronic throttle (14) is controlled by the engine control unit (16), which can also receive control signals from the control unit of the boost device (6).

The supercharger control unit (6) is configured to control a three-way valve actuator (5), to connect a pressure measurement sensor (3) and an engine control unit (16), thus, the supercharger control unit (6) allows you to control the position of the shut-off element of the three-way valve (5) and thereby control the flow of exhaust gases in the exhaust manifold (12), as well as control the position of the electronic throttle valve of the internal combustion engine (14) during operation of the boost device.

The three-way valve (5) is made in such a way that when it turns from its extreme position for every 90 degrees of its locking element, its outputs (7, 9, 10) are combined in three positions: the first output (7) with the third (10), and the second (9 ) with the first (7), and the first (7) with the second (9) and third (10).

An emergency pressure valve (4) allows you to limit the maximum pressure in the receiver (2) by venting it to the atmosphere when the maximum pressure is exceeded.

The boost device operates as follows. When operating in the internal combustion engine operating mode (1), the three-way valve shut-off element (5) occupies the first position (Fig. 2), in which the exhaust gases flow through the exhaust manifold (8) of the internal combustion engine (1) and the exhaust manifold (12) directly to turbine (11) turbocharger.

When reducing the speed of the internal combustion engine (1) and putting it into forced idle mode, when the fuel supply is turned off, by means of the engine control unit (16), which sends a signal to the control unit of the boost device (6), which translates the shut-off element of the three-way valve (5) to the second position (Fig. 3), in which the exhaust manifold of the internal combustion engine (8) is connected only with the volume of the receiver (2), the supercharger control unit (6) also sends a signal to the engine control unit (16) to open electrons throttle internal combustion engine (14), thereby passing the entire volume of air, purified by the filter (15) in an internal combustion engine (1). The internal combustion engine (1) in this case works as a compressor and pumps air into the receiver (2) until either a signal from the pressure measurement sensor (3) arrives that the required pressure has been reached, or the internal combustion engine ( 1) reached a speed at which the fuel supply process resumes.

When the fuel supply process is resumed, the electronic throttle of the internal combustion engine (14) returns to its working position, the control unit for the boost device (6) transfers the shut-off element of the three-way valve (5) to the first position (Fig. 2), in which the receiver (2) is not connected to the exhaust the collector (8) and the exhaust manifold (12), and from the internal combustion engine (1) due to the resumption of fuel supply, the exhaust gases go directly to the turbocharger turbine (11).

In this case, the receiver (2) is filled with compressed air and closed from the exhaust manifold (8) and the exhaust line (12) with a three-way valve (5), with a further decrease in the speed (for example, when the vehicle is braking), the internal combustion engine ( 1) to idle. In the case of the next transition of the internal combustion engine (1) to the forced idle mode, the supercharger control unit (6) determines the pressure in the receiver (2) based on the readings of the pressure measurement sensor (3). If the pressure is nominal, then the receiver (2) is full and air is not pumped into the receiver. If the pressure in the receiver (2) is lower than the nominal pressure, then the boost control unit (6) transfers the shut-off element of the three-way valve (5) to the second position (Fig. 3), in which the exhaust manifold (8) is connected only with the volume of the receiver (2) ), the electronic throttle (14) of the internal combustion engine is opened by the engine control unit (16) and the receiver (2) is pumped with compressed air to the nominal pressure or the fuel supply process begins.

When the load on the internal combustion engine (1) increases (for example, when the vehicle accelerates), the boost control unit (6) receives a signal from the engine control unit (16) and determines that the power of the internal combustion engine (1) is insufficient, it gives the command to the actuator of the three-way valve (5) and transfers the shut-off element to the third position (Fig. 4), in which the receiver (2) is connected to the exhaust line (12) and the exhaust manifold (8), and the exhaust gases, due to the presence of fuel supply, go directly into the turbine (11) of the turbos compressor, due to this, compressed air from the receiver (2) is supplied to the exhaust manifold (8) and the exhaust manifold (12) under high pressure, where it is mixed with the exhaust gases of the internal combustion engine and increases the pressure of the exhaust gases.

After a short supply of compressed air from the receiver (2) to the exhaust manifold (12) and the exhaust manifold (8), the boost control unit (6) transfers the shut-off element of the three-way valve (5) to the first position (Fig. 2). Due to the short-term supply of compressed air from the receiver (2), there is an increase in pressure in the exhaust manifold (12) and the exhaust manifold (8), and the power on the turbocharger shaft (17) increases briefly, due to which the boost pressure increases, which leads to an increase in power and the rotational speed of the internal combustion engine (1), which in turn increases the temperature, flow rate and pressure of the exhaust gases, which provide the necessary power on the shaft of the turbocharger without supplying compressed air from the receiver (2). Increasing the pressure in the exhaust manifold (12) and exhaust manifold (8) after supplying compressed air from the receiver (2) allows increasing the power of the turbocharger and, accordingly, boost pressure, which allows increasing the power of the internal combustion engine (1) at a specific operating point to values that cannot be provided only by the operation of the turbocompressor, due to the low energy of the exhaust gases and the low power of the turbocompressor at this operating point without using additional energy of compressed air from the receiver (2).

At the next transition of the internal combustion engine (1) to the forced idle mode, the algorithm is repeated.

The peculiarity of this supercharger is that the gas flow between the receiver and the exhaust manifolds is ensured by one three-way valve, which, together with the other structural features of the supercharger, significantly simplifies the design, increases the reliability and overall dimensions of the supercharger. In this case, the boost device does not adversely affect the filling of the engine cylinders, since the receiver is in no way connected with the mixture formation process of the air-fuel mixture entering the engine cylinders.

Claims (5)

1. A boost device for an internal combustion engine with a turbocharger, comprising a receiver connected to the exhaust manifold of the internal combustion engine and exhaust manifold, an air filter connected to the electronic throttle of the internal combustion engine and installed, like the throttle internal combustion engine, in front of the turbocharger compressor, the turbine of the turbocompressor being connected to ICE by means of the exhaust manifold and the exhaust manifold of the ICE, the boost device being connected to the ICE control unit, characterized in that the boost device is supplemented It contains an emergency pressure valve located in the receiver, a three-way valve located at the inlet of the receiver and having an actuator, a supercharger control unit connected by control signal cables to the internal combustion engine control unit, through which signals about the internal combustion engine operating modes are received, and electronic throttle control ICE damper, pressure measurement sensor with a measuring element, which is located in the internal volume of the receiver and allows you to control the pressure in the receiver by board from the control unit of the boost device, with the first output of the three-way valve connected to the exhaust manifold of the internal combustion engine, the second output of the three-way valve located in the inner cavity of the receiver, and the third output of the three-way valve connected to the turbine of the turbocharger with the exhaust manifold, and the drive of the three-way valve is driven by the unit control device pressurization, which is also connected to a pressure measurement sensor, and the three-way valve is designed so that about when turning from the extreme position for every 90 degrees of its locking element, its outputs are combined in three positions: the first exit with the third, the second with the first, and the first with the second and third. 2. The boost device according to claim 1, characterized in that the three-way valve is made with a conditional flow section of the shut-off element equal to the cross section of the exhaust manifold. 3. The pressurization device according to claim 1, characterized in that the emergency valve connecting the internal volume of the receiver with the atmosphere is designed in such a way that it allows limiting the maximum pressure of compressed air in the receiver by venting it into the atmosphere when the maximum pressure is exceeded. 4. The boost device according to claim 1, characterized in that the receiver and the three-way valve are made of heat-resistant stainless steel. 5. The boost device according to claim 1, characterized in that the exhaust pipe of the turbocharger is made in the form of an exhaust pipe made of aluminized steel with a bore suitable for a given internal combustion engine.

Images